The electromagnetic forces or torques developed in the driving motor tend to

propagate motion of the drive system. This motion may be uniform if the linear
velocity (in the case of translational motion) or the angular velocity (in the case
of rotational motion) is constant, or non-uniform, as it occurs while starting,
braking or changing the load on the drive.
In case of uniform motion the torque developed by the driving motor is to
overcome any resisting torque offered by the driven equipment as well as the
torque due to friction. In other words, only static resisting torques, commonly
called as load torques, are to be counterbalanced, if the motion were uniform.
2.1 TYPES OF LOADS
Loads can be of two typesthose which provide active torques and those which
provide passive torques.
Active torques are due to either gravitational force or deformation in elastic
bodies. The active torques due to gravitational pull are obtained in case of hoists,
lifts or elevators and railway locomotives operating on gradients. Such torques
are also developed during compression or release of springs. Since the functioning
of hoisting mechanisms, operation of locomotives on gradients and compression
or release of springs are all associated with a change in potential energy of the
drive, active torques are also closely connected to the potential energy. When
a load is moved upwards or a spring is compressed, the stored potential energy
increases and the active torque developed opposes the action that takes place,
i.e., the torque is directed against the upward movement or compression. On
the other hand, when a load is brought downwards or a spring is released the
stored potential energy decreases and torque associated with it aids the action.
Thus, it can be seen that the active torques continue to act in the same direction
even after the direction of the drive has been reversed.
Passive torques are those due to friction or due to shear and deformation
in inelastic bodies (lathes, fans, pumps etc.). They always oppose motion,
retarding the rotation of the driven machine. Moreover, with change in direction
of motion, the sense of torque also changes. For example, when a weight is
being lifted up, the friction torque adds to the useful torque, but when lowered
down it subtracts from the latter.
3
DYNAMICS OF
ELECTRICAL DRIVES
2
CHAPTER
4 A FIRST COURSE ON ELECTRICAL DRIVES
2.2 QUADRANTAL DIAGRAM OF SPEED-TORQUE
CHARACTERISTICS
In view of the fact that both active and passive load torques can be present in
general, in a drive system, the motor driving the load may operate in different
regimesnot only as a motor, but for specific periods, also as a generator and
as a brake. Further, in many applications, the motor may be required to run in
both directions. Therefore, in sketching the speed torque characteristics of
either the load or the motor, it is preferable to use all four quadrants of the
speed-torque plane for plotting, rather than to confine the characteristics to the
first quadrant alone. When drawn in this manner, the diagram is referred to as
quadrantal diagram.
The conventions used for positive and negative values of speed, motor torque
and load torque in a diagram of this type must be understood very clearly. The
speed is assumed to have a positive sign, if the direction of rotation is anticlockwise
or is in a such a way to cause an upward or forward motion of the drive. In
the case of reversible drives, the positive sign for speed may have to be assigned
arbitrarily either to anticlockwise or clockwise direction of rotation.
The motor torque is said to be positive if it produces an increase in speed
in the positive sense. The load torque is assigned a positive sign when it is
directed against the motor torque.
Figure 2.1 shows the four quadrant operation of a motor driving a hoist
consisting of a cage with or without load, a rope wound onto a drum to hoist
the cage and a balance weight of magnitude greater than that of the empty cage
but less than that of the loaded one. The arrows in this figure indicate the actual
directions of motor torque, load torque and motion in the four quadrants. It can
be easily seen that they correspond to the sign conventions stated earlier for
speed, motor torque and load torque.
The load torque of the hoisting mechanism may be assumed to be constant,
i.e., independent of speed, since the forces due to friction and windage are small
in the case of low speed hoists and the torque is primarily due to the gravitational
pull on the cage. This torque being an active load torque doesnt change its sign
even when the direction of rotation of the driving motor is reversed. Therefore,
the speed torque curves of a hoist load can be represented by means of vertical
lines passing through two quadrants. The speed-torque characteristic of a loaded
hoist is shown in Fig. 2.1 by means of the vertical line passing the first and
fourth quadrants. Since the counterweight is assumed to be heavier than the
empty cage, the inherent tendency of the load, viz., the empty cage is to move
in an opposite direction to that of load presented by the loaded cage and hence
the speed-torque curve of the unloaded hoist is represented by the vertical line
passing through second and third quadrants.
In the first quadrant, the load torque acts in a direction opposite to that of
rotation. Hence, to drive the loaded hoist up, the developed torque in the motor
T
M
must act in the same direction as the speed of rotation, i.e., T
M
should be
of positive sign. Since the speed is also of positive sign, being an upward
DYNAMICS OF ELECTRICAL DRIVES 5
motion, the power will also have a positive sign, i.e., the drive is said to be
motoring. Quadrant I is arbitrarily and conventionally, thus, designated as
forward motoring quadrant.
Fig. 2.1. Four quadrant operation of a motor driving a hoist load
The hoisting up of the unloaded cage is represented in the second quadrant.
Since the counterweight is heavier than the empty cage, the speed at which the
hoist is moved upwards may reach a dangerously high value. In order to avoid
this, the motor torque must act opposite to the direction of rotation, i.e., the
motor should switch over to a braking or generator regime. Note that T
M
will
have a negative sign and speed still has a positive sign, giving power a negative
sign, corresponding to the generator or braking operation.
The third quadrant represents the downward motion of the empty cage. The
downward journey of the cage is prevented by the torque due to the counterweight
and friction at the transmitting parts. Therefore, in order to move the cage
downwards, the motor torque must act in the same direction as the motion of
the cage. The electrical machine acts as a motor as in the first quadrant, but
in the reverse direction. Thus, quadrant III becomes reverse motoring. The
motor torque has a negative sign (because it causes an increase in speed in the
negative sense) and the speed also has a negative sign (being a downward
motion). Power, thus, has a positive sign.
6 A FIRST COURSE ON ELECTRICAL DRIVES
The downward motion of the loaded cage is shown in the fourth quadrant.
The motion can take place under the action of load itself, without the use of
any motor. But, the speed of downward motion can be dangerously high.
Therefore, in this case, the electrical machine must act as a brake limiting the
speed of the downward motion of the hoist. The motor torque has a positive
sign since it causes a decrease in speed in the downward motion. The speed,
of course, has a negative sign, being a downward journey. The power, thus,
acquires a negative sign, corresponding to the braking operation of the motor.
A second basic type of loading that occurs is the one characterized by dry
friction. This type of load presents to the motor a passive torque, which is
essentially independent of speed. It is characterized also by the requirement of
an extra torque at very near zero speed. In power applications it is, often, called
as the break away torque and in control systems, it is referred to as stiction
(derived from sticking friction). The speed-torque curves for this type of load
are shown in Fig. 2.2.
Another type of friction loading is used by control system engineers and is
known as viscous friction. It is a force or torque loading whose magnitude is
directly proportional to the speed. The viscous friction torque speed curves are
illustrated in Fig. 2.3. Calendering machines, Eddy current brakes and separately
excited dc generators feeding fixed resistance loads have such speed-torque
characteristics.
Fig. 2.2. Speed-torque curve of dry Fig. 2.3. Speed-torque curves of
friction load viscous friction load
Yet another basic type of load torque is one whose magnitude is proportional
to some power of the speed. Such a load is best illustrated by a fan or blower.
The torque produced by the fan is directly proportional to the square of the
speed throughout the range of usable fan speeds. The speed-torque curves for
the fan type of load are presented in Fig. 2.4. Centrifugal pumps, propellers in
ships or aeroplanes also have the same type of speed-torque characteristic.
Hyperbolic speed-torque characteristic (load torque being inversely
proportional to speed or load power remaining constant), as shown in Fig. 2.5,
is associated with certain type of lathes, boring machines, milling machines,
steel mill coilers, etc.
DYNAMICS OF ELECTRICAL DRIVES 7
Fig. 2.4. Speed-torque curve of a Fig. 2.5. Speed-torque curves of a
fan type load constant power load
In general, the load torque in any specified application may consist of any
of the above mentioned loads in varying proportions.
2.3 LOAD TORQUES THAT DEPEND ON THE PATH OR
POSITION TAKEN BY THE LOAD DURING MOTION
In the preceding section, we have been considering load torques which vary as a
function of speed. However, load torques, that depend not only on speed but also
on the nature of the path traced out by the load during its motion, are present both
in hoisting mechanisms and transport systems. For instance, the resistance to
motion of a train travelling upgradient or taking a turn depends on the magnitude
of the gradient or the radius of curvature of the track respectively.
The force resisting the motion of a train travelling upgradient, as shown in
Fig. 2.6 is given by
F
G
= W sin o ~ W tan o (o, being usually small)
=
1000
G
W kg, ...(2.1)
where W = dead weight of the train or any other transport system, in kg, and
G = gradient expressed as a rise in meters in a track distance of 1000 metres.
Fig. 2.6. Forces during the upgradient Fig. 2.7. Hoisting mechanism
motion of a train
8 A FIRST COURSE ON ELECTRICAL DRIVES
The tractive force required to overcome curve resistance is given by the
empirical formula stated below:
F
c
=
700
R
W kg ...(2.2)
where R is the radius of curvature in metres.
In hoisting mechanisms in which tail ropes or balancing ropes are not used
(Fig. 2.7) the load torque is not only due to the weight of the unloaded or the
loaded cage but also due to that of the lifting ropes or cables. The latter depends
on the position of the two cages. When cage 1 is at the bottom most position
and is to be lifted upwards, the entire weight of the rope is also to be moved
up. When both cages remain at the same height, the weight of the rope to be
lifted up becomes zero, since the weight of the ropes on both sides balance each
other. When cage 1 is at a higher position than cage 2, a portion of the weight
of the rope acts in such a way as to aid the upward motion of cage 1. In fact,
when cage 1 occupies the topmost position, the whole weight of the rope aids
the upward movement.
The force that resists the upward motion of the load F
r
due to the varying
weight of the rope depending on the position of the load, is given as:
F
r
=
2
1 kg
| |

|
\ .
r
x
W
h
...(2.3)
where W
r
= total weight of the rope, in kg,
x = height of the cage at any arbitrary position from the bottom most
position in m, and
h = the desired maximum height to which the cage is to be moved
upwards, in m.
Since, for very high values of h, the weight of the rope may be considerably
greater than that of the load to be lifted upwards, the force F
r
affects, to a large
extent, the performance of the drive used in hoisting mechanisms. By using tail
ropes, as shown by means of dotted lines in Fig. 2.7, the weight of the
connecting rope can be balanced and more or less smooth movement of the
cages can be ensured.
Another example of a load torque, which depends on path traced out during
motion, is that of a planing machine. At a particular position of the moving table
containing the workpiece, the load torque comes in the form of a sudden blow;
in a different position, after the cutter has come out of the job, the magnitude
of the load torque decreases sharply.
2.4 LOAD TORQUES THAT VARY WITH ANGLE OF
DISPLACEMENT OF THE SHAFT
In all machines, having crankshafts, for example, in reciprocating pumps and
compressors, frame saws, weaving looms, rocking pumps used in petroleum
industry etc., load torque is a function of the position of the crank, i.e., the
angular displacement of the shaft or rotor of the motor. Load torque in drives
used for steering ships also belongs to this category.
DYNAMICS OF ELECTRICAL DRIVES 9
Figure 2.8 shows the approximate relationship between the load torque and
angular displacement of the shaft u for a reciprocating compressor. It is of the
form T
L
= f(u), where u itself varies with time. For all such machines, the load
torque T
L
can be resolved into two componentsone of constant magnitude T
av
and the other a variable T'
L
, which changes periodically in magnitude depending
on the angular position of the shaft. Such load torque characteristics, can, for
simplicity, be represented by
One period
T
L
T
e
u(t)
Fig. 2.8 Speed-torque characteristic of a reciprocating compressor
Fourier series as a sum of oscillations of fundamental and harmonic
frequencies, i.e.,
T'
L
=
0
sin( )
m
Lr r
r
T r
=
' u + |
...(2.4)
u = et, where e represents the angular speed of the shaft of the motor driving
the compressor.
During changes in speed, since only small deviations from a fixed value of
speed e
a
occur, the angular displacement can be represented by u = (e
a
+ Ae)t.
Then, the variable portion of the load torque may be expressed as
T'
L
=
| |
0
sin ( ) .
m
Lr a r
T r t r t ' e + | + Ae
...(2.5)
The term r.Aet being of very small magnitude can be neglected. Thus,
restricting to small deviations in angle from the equilibrium position, a load
torque which varies with the angular displacement of the shaft can be transformed
to one which varies periodically with respect to time.
2.5 LOAD TORQUES THAT VARY WITH TIME
Of equal or perhaps greater importance in motor selection is the variation of load
torque with time. This variation, in certain applications, can be periodic and
repetitive, one cycle of variation being called a duty cycle. It is convenient to
classify different types of loads under the following groups:
(a) Continuous, constant loads: Centrifugal pumps or fans operating for a
long time under the same conditions; paper-making machines etc.
(b) Continuous, variable loads: Metal cutting lathes; hoisting winches;
conveyors etc.
(c) Pulsating loads: Reciprocating pumps and compressors; frame saws,
textile looms and, generally, all machines having crank shaft.
10 A FIRST COURSE ON ELECTRICAL DRIVES
(d ) Impact loads: Apparent, regular and repetitive load peaks or pulses which
occur in rolling mills, presses, shearing machines, forging hammers etc.
Drives for such machines are characterized by heavy flywheels.
(e) Short time intermittent loads: Almost all forms of cranes and hoisting
mechanisms; excavators; roll trains etc.
(f ) Short time loads: Motor-generator sets for charging batteries; servomotors
used for remote control of clamping rods of drilling machines.
Certain machines like stone crushers and ball mills do not strictly fall under
any of the above groups. If these loads were characterized by frequent impacts
of comparatively small peaks, it would be more appropriate to classify them
under continuous variable loads rather than under impact loads. Sometimes, it
is difficult to distinguish pulsating loads from impact loads, since both of them
are periodic in nature and, hence, may be expressed as a sum of sinusoidal
waves of different amplitude, frequency and phase.
One and the same machine can be represented by a load torque which
varies either with speed or with time. For example, a fan load whose load torque
is proportional to the square of the speed, is also a continuous, constant load.
DYNAMICS OF ELECTRICAL DRIVES 11
Fig. 2.9. Power-time curves of some loads:
(a) Mine hoist (b) Polishing machine
(c) Shearing machine
for cutting steel
(d) Textile loom (e) Planing machine
(f) Drilling machine (g) Grinding machine
Load torque of a crane is independent of speed and also short time intermittent
in nature. Rocking pumps for petroleum have a load which vary with angular
position of the shaft, but can also be classified as a pulsating load.
The nature of load (power) variation with respect to time corresponding to
certain common applications is shown in Fig. 2.9.
2.6 DYNAMICS OF MOTOR-LOAD COMBINATION
The motor and the load that it drives can be represented by the rotational system
shown in Fig. 2.10. Although the load, in general, may not rotate at the same
speed as the motor, it is convenient to represent it in this manner so that all parts
of the motor-load system have the same angular velocity. In case, the speed of
the load differs from that of the motor, one can find out an equivalent system
(as explained later).
Motor
T
M e
Load
T
L
Fig. 2.10. Motor-load system
The basic torque equation, known as the equation of motion, for the above
motor-load system, is written as
T
M
=
L
d
T J
dt
e
+
...(2.6)
where T
M
and T
L
denote motor and load torque measured in N-m; J, the
moment of inertia of drive system in kg-m
2
and e, the angular velocity in
mechanical radians/sec.
In the above equation the motor torque is considered as an applied torque
and the load torque as a resisting torque.
From the above equation, it is possible to determine the different states at
which an electric drive causing rotational motion can remain.
12 A FIRST COURSE ON ELECTRICAL DRIVES
(i) T
M
> T
L
, i.e., de/dt > 0, i.e., the drive will be accelerating, in particular,
picking, up speed to reach rated speed.
(ii) T
M
< T
L
, i.e., de/dt < 0, i.e., the drive will be decelerating and,
particularly coming to rest.
(iii) T
M
< T
L
, i.e., de/dt = 0, i.e., the motor will continue to run at the same
speed, if it were running or will continue to be at rest, if it were not
running.
The above statements, namely, that when T
M
> T
L
the drive accelerates and
that when T
M
= T
L
the drive decelerates, are valid only when T
L
happens to be
a passive load. The reverse may occur with active loads. For example, if we
were to switch on the motor for hoisting up a winch, while it is coming down
on its own weight, until the direction of rotation changes, deceleration of the
drive and not acceleration takes place, when T
M
> T
L
. In case T
M
< T
L
in the
above situation when the motor has been switched on for moving the winch up,
the load will continue to come down and the motor will accelerate instead of
decelerating.
The term J de/dt which represents the inertia torque, is also known as
dynamic torque, since it is present only during transient conditions, i.e., when
the speed of the drive varies. During acceleration of the drive, the inertia torque
is directed against motion, but during braking it maintains the motion of the
drive. Thus, inertia torque is determined both in magnitude and sign, as the
algebraic sum of the motor and load torques.
In view of the above, the signs for T
M
and T
L
in Eqn. (2.6) correspond to
motoring operation of the driving machine and to passive load torque or to a
braking torque caused by active loads, respectively. The equation of motion can,
in general, be written as:
T
M
= T
L
+
J d
dt
e
...(2.7)
The signs to be associated with T
M
and T
L
in Eqn. (2.7) depend, as
indicated earlier, on the regime of operation of the driving motor and the nature
of load torque. The equation of motion enables us to determine the variation of
torque, current and speed with respect to time, during transient operation of the.
drive.
2.6.1 Equivalent System
Seldom is a motor shaft directly coupled to load shafts. In general, the different
loads connected to the motor will have different speed requirements. Speed changing
mechanisms such as gears, V-belts, etc., will be used to obtain different speeds.
Since the ultimate objective is to select a motor suitable for the application, it is
desirable to refer all mechanical quantities such as load torque, inertia torque, etc.,
to one single axis of rotation, conveniently, the output shaft of the motor. The
principle of conservation of energy will be used for this purpose.
DYNAMICS OF ELECTRICAL DRIVES 13
2.6.2 Determination of Referred Load Torque
Let the speed of the motor shaft be e
M
and that of the load be e
L
.
Equating power, we have
1
L L
T e
q
= T'
L
e
M
T'
L
=
1
L L
L
M
T
T
i
e
=
e q q
, ...(2.8)
where T
L
= load torque,
T'
L
= load torque referred to the motor shaft,
i =
M
L
e
e
= speed transmission ratio (gear ratio), and
i.e. q = efficiency of transmission.
When there are several stages in transmission between the driving motor
and the driven machine, as shown in Fig. 2.11 with gear ratios i
1
,i
2
,...,i
n
and
the respective efficiencies q
1
,q
2
,...,q
n
the load torque referred to the motor shaft
is given as
T'
L
=
1 2 1 2
1 1
. ... . ...
L
n n
T
i i i

q q q
...(2.9)
Fig. 2.11. Motor-load system with gears
2.6.3 Determination of Referred Moment of Inertia
Moments of inertia are referred to a given shaft on the basis that the total
amount of kinetic energy stored in the moving parts and referred to the given
shaft remains unchanged. With the rotating parts having moments of inertia J
M
,
J
1
, J
2
, .... J
n
and angular speeds e
M
, e
1
e
2
, ...,e
n
(Fig. 2.11), the equivalent
moment of inertia referred to the shaft may be found as follows:
2
2
M
J'e
=
2 2 2 2
1 2
1 2
...
2 2 2 2
n M
M n
J J J J
e e e e
+ + + + ,
where J', the moment of inertia referred to the motor shaft
=
2 2 2
1 2
1 2
...
n
M n
M M M
J J J J
e | | | | | | e e
+ + + +
| | |
e e e
\ . \ . \ .
=
( )
1 2
2 2 2
1 1 2
1 2
...
( )
...
n
M
n
J J J
J
i i i
i i i
+ + + +
...(2.10)
14 A FIRST COURSE ON ELECTRICAL DRIVES
2.6.4 Referring Forces and Masses Having Translational
Motion to a Rotating Shaft
In many machines, for example, in hoists, cranes and shaping machines, some
of the moving parts rotate while others go through a translational motion.
Figure 2.12 shows the forces and torques acting on a hoist drive. If the
moving mass has a velocity of v m/sec and the motor shaft has an angular
velocity e
M
rad/sec, where F
r
is the resisting force developed by the load due
to the gravitational pull of the moving weight W and q the efficiency of
transmission.
e
M
W
V
Fig. 2.12. Motor-hoist load system
Referred load torque T
L
=
.
.
r
M
F v
e q
...(2.11)
A mass having translational motion is referred to a rotating one on the basis
of constant kinetic energy
2
2
mv
=
2
2
M
J
e
'
The M.I. referred to the motor shaft
J' = m(v/e
m
)
2
= W/g. (v/e
M
)
2
...(2.12)
Example 2.1: Determine the equation of motion of the drive system consisting
of a motor, a single gear train, an inertia torque, a hoist load, a dry friction load,
a viscous friction load and a fan load as shown in Fig. 2.13.
Motor
e
m
T
M
e
L
I
L
Dry
Viscous
Fan
Friction
Friction V
W
Fig. 2.13. Drive system
Solution: First, all mechanical quantities have to be referred to the motor
shaft. Let us denote all the referred quantities as primed ones.
Inertia torque: Equating kinetic energy, we have
2 1
.
2
L L
J e
=
2 1
.
2
L m
J' e
DYNAMICS OF ELECTRICAL DRIVES 15
Hence, J'
L
=
2
L
m
| | e
|
e
\ .
Hoist load: There is a constant load torque of magnitude T
Lh
= W.r and an
inertia torque J
Lh
corresponding to the kinetic energy stored by the weight W.
2 1
2
Lh L
J e
=
2 1
. .
2
W
v
g
Hence, J
Lh
=
2
| | | |
| |
e
\ . \ . L
W v
g
Both T
Lh
and J
Lh
have to be referred to the motor shaft. Equating power,
we get
T
Lh
e
L
= T'
Lh
e
m
So, T'
Lh
=
L
Lh
m
T
| | e
|
e
\ .
Equivalent intertia torque J'
Lh
=
2 2
L
Lh
m m
W v
J
g
| | | | e
=
| |
e e
\ . \ .
Dry friction: It is a constant load torque of magnitude, say T
d
.
Equivalent torque T'
d
=
L
d
m
T
| | e
|
e
\ .
Viscous friction: This is a load torque proportional to speed, i.e., T
V
e
L
= K
1
.e
L
Equivalent torque T'
V
=
2
1
.
L L
v m
m m
T K
| | | | e e
' = e
| |
e e
\ . \ .
Fan: Load torque of the fan is proportional to square to the speed, i.e.,
T
f
e
L
2
= K
2
.e
L
2
Equivalent torque T'
f
=
3
2
2
.
e e | | | |
= e
| |
e e
\ . \ .
L L
f m
m m
T K
Therefore, the equation of motion is given by
T
M
=
2
2 2 3 3
1 2
. . . . . . ,
L d m m
m
W v
J C W r C T C K C K C
g
| | | |
+ + + + e + e
| |
e
\ .\ .
where, C =
L
m
| | e
|
e
\ .
2.6.5 Referring Torques and Masses which Undergo Translational
Motion at Variable Speeds
In certain types of machines which convert the rotational motion into a translational
one with the help of a crankshaft, the speed and acceleration of the moving masses
vary both in magnitude and in sign during each revolution of the crankshaft. The
kinetic energy stored in these masses will change from zero to a maximum. The
moment of inertia of these masses referred to the crankshaft is
16 A FIRST COURSE ON ELECTRICAL DRIVES
J' =
2
2
mv
e
...(2.13)
where m is the mass of the given body which undergoes the translational motion
with a velocity v and e, the angular velocity of the crankshaft.
Fig. 2.14. Forces in a crankshaft mechanism
Using Fig. 2.14, the relationship between the linear velocity of the piston v
and the angular speed of the crankshaft can be found as:
v =
sin( )
cos
r e o + |
|
...(2.14)
where | = sin
1

sin
r
L
| |
o
|
\ .
. The value of o depends on the position of the
crank pin. Substituting v from Eqn. (2.14), the moment of inertia referred to
crankshaft.
J =
2 2
2
sin ( )
cos
o + |
|
mr
...(2.15)
The total moment of inertia will be the sum of the moment of inertia J' and
that of all other moving parts referred to the crankshaft. If there is some
intermediate stage of transmission between the crankshaft and the driving motor,
the moments of inertia referred to the crankshaft should then be referred to the
motor shaft, using Eqn. (2.11).
Hence, the load torque referred to the motor shaft
T'
L
=
. sin( )
,
cos
l
F r o + |
q |
...(2.16)
where F is the resisting force offered by that part, which undergoes translational
motion, i the gear ratio e
M
/e, if any and q the efficiency of transmission.
In mechanisms using crankshafts, the moment of inertia varies as a function
of o and hence the equation of motion has a more complex form.
Kinetic energy stored in the crankshaft
(K.E.)
c
=
2
2
Je
...(2.17)
The dynamic power
P
dyn
=
(K.E.) d e
dt
DYNAMICS OF ELECTRICAL DRIVES 17
=
2

2
d dJ d
J
dt d dt
e e o
e +
o
=
3
2
e e
e +
o
d dJ
J
dt d

d
dt
o | |
= e
|
\ .

...(2.18)
The inertia torque T
dyn
= P
dyn
/e
=
2

2
d dJ
J
dt d
e e
+
o
...(2.19)
Hence, the equation of motion becomes
T
M
T
L
=
2

2
d dJ
J
dt d
e e
+
o
...(2.20)
The additional term, that has appeared is obviously due to the variable
moment of inertia.
2.7 DETERMINATION OF MOMENT OF INERTIA
While analysing the transient performance of a drive, it is necessary to know
the value of moment of inertia of the rotating parts. It can either be determined
analytically by using design data of the moving parts or experimentally by the
following methods.
Retardation test: The most common and simple method of determining J
is by performing a test known as retardation test on the drive. During this test,
the motor is run upto a speed slightly higher than the normal and the supply to
it is cut off. The power input to the motor before switching off the supply is
noted. An oscillographic record of the speed of the motor at different instants
of time after the supply has been cut off is made.
Now, if the source of energy to a rotational system is cut off, it will
continue to rotate due to the initial kinetic energy stored in the system. But as
this energy is used up to supply the rotational losses in the system, it slows
down and gradually stops. The power consumed in overcoming the rotational
losses is given by
P = rate of change of kinetic energy
=
2 1
2
d
J
dt
| |
e
|
\ .
=
2
4

3600
t

dN
J N
dt
...(2.21)
where N is in rpm.
From the test results obtained by performing the retardation test, dN/dt at
normal rated speed N can be found graphically using the oscillogram of speed
vs. time. As a first approximation, the measured input power to the motor may
be taken as P. Now, using Eqn. (2.21), J can be calculated.
Another method, which is more accurate than the one described earlier,
uses the speed vs. time curve obtained during the retardation test, but determines
the rotational losses more accurately. By means of additional experiment, we
18 A FIRST COURSE ON ELECTRICAL DRIVES
must get the plot of rotational losses against speed for the motor under
consideration. Both the curves are plotted in the same graph as shown in
Fig. 2.15. Using the above two curves, it is possible to get a relationship
between rotational losses and times.
Fig. 2.15. Graphical method for determination of J
Figure 2.15 also shows how P = f(t) can be plotted. The area under this curve
is nothing but the kinetic energy used up by the rotating masses while retardation
took place i.e., J e
2
/2 = Area A.
J = A/N
2
1800/t
2
...(2.22)
2.8 STEADY STATE STABILITY OF AN ELECTRIC DRIVE
It is quite important to investigate the conditions of stable operation of an
electric driven, when its equilibrium state is disturbed. In practice, it is necessary
to consider two types of disturbance:
1. Changes from the state of equilibrium take place slowly and the effect
of either the inertia of the rotating masses or that of inductance is
insignificant.
2. Sudden and fast changes from the equilibrium state, as a result of
which the effect of neither the inertia nor the inductance can be ignored.
Study of stability under conditions enunciated for the first type to disturbance
relate to the field of steady state stability, while for the second type of disturbance
pertain to the field of dynamic or transient stability.
The drive is said to be in equilibrium, if at a given speed the torque
developed by the motor is exactly equal to the load torque. However, this state
of equilibrium may be stable, unstable or neutral, as observed in other physical
processes. If the drive comes out of the state of equilibrium under the influence
of any unexpected external (change in the amount of energy fed to the motor)
or internal (change in load) factors, in the case of stable equilibrium, the drive
again returns to the steady state, but in the case of unstable equilibrium the
DYNAMICS OF ELECTRICAL DRIVES 19
speed of the drive either increases tremendously or decreases and comes to rest.
When the drive, after coming out the state of equilibrium due to disturbances,
preserves its steady state at different (but lying within a small range) speeds,
it is said to be in neutral state.
The stability of the motor-load combination is defined as the capacity of the
system which enables it to develop forces of such a nature as to restore
equilibrium after any small departure therefrom.
Not all drives possess steady state stability. Let us understand the conditions,
which ensure steady state stability and thereby determine the criteria for steady
state stability of an electric drive.
2.8.1 Criteria for Steady State Stability
An accurate and complete study of the problem of stability of drives requires
the solution of the differential equations of the drive system and interpretation
of the results obtained. In general, it may be said that, if the transient portion
of the solution to these equations approaches zero with increasing time, the
effects of any disturbance die away, and the system is stable.
However, in the absence of any such complete analysis, considerable insight
to the problem may be gained by a study of the steady state speed torque
curves, of both motor and load, and assuming that all departures from equilibrium
will be along these curves.
Let the equilibrium values of the torques and speed be denoted by T
M
, T
L
and e and let small deviations be denoted by AT
M
, AT
L
and Ae. After a small
displacement from the equilibrium, the torque equation becomes
( )
. . 0
L L M M
d d
J J T T T T
dt dt
Ae e
+ + + A A = ...(2.23)
But
. 0
L M
d
J T T
dt
e
+ =
...(2.24)
Hence,
( )
. 0
L M
d
J T T
dt
Ae
+ A A =
...(2.25)
The above equation is to be interpreted as the torque equation in which all
quantities are expressed in terms of their deviations from equilibrium values. If
we assume that these increments are so small that they may be expressed as
linear functions of the change in speed, then
AT
M
= Ae
e
M
dT
d
...(2.26)
AT
L
=
L
dT
d
Ae
e
...(2.27)
where dT
M
/de and dT
L
/de indicate derivatives at the point of equilibrium.
Substituting these relations in Eqn. (2.25) and rearranging, we have
( )
. 0
Ae (
+ Ae =
(
e e

L M
dT dT
J d
dt d d
...(2.28)
DYNAMICS OF ELECTRICAL DRIVES 29
(c) State the conditions under which the car will remain stationary
although the brakes are released and the motor not switched on?
3. Figure 2.20 shows a weight of 1000 kg being lifted up at a velocity of
1 m/sec by means of a motor running at 960 rpm and a winch having a diameter
of 0.30 m. The inertia of the motor and the winch drum are 1.6 kgm
2
and 3.2
kg-m
2
respectively. Calculate the total load torque of the system referred to
the motor shaft. [Ans. 11.57 Nm]
4. A horizontal conveyer belt moving at a uniform velocity of 1 m/sec, transports
load at the rate of 50,000 kg/hour. The belt is 180 m long and is driven by
a 960 rpm motor.
Fig. 2.20. Drive system
(a) Determine the equivalent rotational inertia at the motor shaft.
(b) Calculate the required braking torque at the motor shaft to stop the
belt at a uniform rate in 10 secs?
[Ans. (a) 0.25 Kg-m
2
(b) 2.5 Nm]
5. Determine whether the points of equilibrium P
1
and P
2
in Fig. 2.21 (a) and
P
3
and P
4
in Fig. 2.21 (b) are stable or not. Explain, with reasons.
T
L
T
2
P
3
P
4
T
1
T
e
T
L2
T
L1
T
P
1
P
2
T
e
(a) (b)
Fig. 2.21. Motor and load torque curves
6. The complete speed-torque characteristic of a squirrel cage induction motor
is to be obtained experimentally. Explain whether it is possible to get it by
using the following loads:
(a) Pulley and spring balances arrangement for which the torque may be
assumed independent of speed.
30 A FIRST COURSE ON ELECTRICAL DRIVES
(b) Separately excited dc generator supplying fixed resistance load.
(c) dc shunt generator feeding a fixed resistance load.
(d) Fan type of load for which the torque may be assumed to vary
proportionally to the square of the speed.
7. Sketch the seven possible cases of the load torque curve and motor torque
curve (as shown in Fig. 2.17) with torque in the x-axis and speed in the
y-axis, and determine the stability of each.
8. A 200 kW 2300 V, 3 phase, 50 Hz, 28 pole synchronous motor is directly
connected to a large power system and is driving a load. The motor has the
following characteristics:
Inertia of the motor plus load = 450 kg-m
2
Synchronizing power = 10.0 kW/elec. deg.
Damping torque = 2400 N-m/mech. rad./sec.
(a) Write down the equation representing the electrodynamic oscillation
of the machine.
(b) Determine (i) the undamped natural frequency and the natural period
of oscillations, and (ii) the damped natural frequency of oscillations.
(c) Rated load is suddenly thrown on the motor shaft at a time when it
is operating on steady state; but on no load. Investigate the nature
of ensuing oscillations.
[Ans. (a)
2
2
12.59 67.14 10000 0
d d
dt
dt
o o
+ + o =
(b) (i) f
n
= 4.485 Hz; T
n
= 0.222 sec;
(ii) f
d
= 4.464 Hz]
9. A synchronous motor is driving a reciprocating compressor, which requires
a torque that varies periodically about a steady average value.
(a) Using a linear analysis, write down the electromechanical equation
of the drive, when the harmonic torque component of the variable
shaft torque is represented as T
LM
sin e
L
t.
(b) Determine the maximum amplitude of oscillation in phasor form.
10. A 1000 kW, 3 phase, 50 Hz, 600 rpm synchronous motor has a power angle
curve under transient conditions represented by 3.00 sin o, where the
amplitude is in per cent on a 1000 kW base.
(a) With the motor initially working on no load, a 1000 kW load is suddenly
applied at the shaft. Will the motor remain stable?
(b) How large a load may be suddenly applied without causing instability?
[Ans. (a) Yes (b) 2.15 p.u.]